Cargo transporting and handling vehicle

ABSTRACT

A cargo transporting and handling vehicle is disclosed, which facilitates unloading of cargo elements from and loading of cargo elements onto the vehicle at the various stops along a route. The vehicle has a body having a plurality of elongated guide members mounted on the floor thereof so as to provide a plurality of longitudinally extending paths for guiding the direction of movement of cargo elements on the floor. When the cargo elements are standard sized, fifty-five gallon drums, four, closely adjacent paths are provided. A lift gate at the rear of the body serves to facilitate the loading of filled drums onto the rear ends of the paths, and doors are provided on the sides of the body, adjacent the front end thereof, through which empty drums on the paths are unloaded. A gate is provided at the front end of each pair of paths to control the movement of drums on the paths and onto an unloading station adjacent each side door. Movement of the drums along the paths as the vehicle proceeds along its route is achieved by slanting the paths downwardly from the rear end toward the front end of the vehicle body. A diverting abutment at the front end of the inner pair of paths serves to channel drums moving forwardly on the paths laterally outwardly toward the unloading stations. A novel side wall construction is disclosed, wherein portions of the side walls are laterally outwardly displaced at particular locations so that the side walls can be positioned close to the drums and the overall width of the vehicle body minimized. The laterally outwardly displaced portions of the side walls also serve to increase their strength. A novel method of loading and unloading the drums from the vehicle body is also disclosed, whereby the driver of the vehicle does not have to get into the vehicle body during a loading or unloading operation.

United States Patent [191 Mahoney Sept. 3, 1974 1 CARGO TRANSPORTING ANDHANDLING VEHICLE [76] Inventor: James D. Mahoney, 4 Ivy Ln., Oak

Brook, 111. 60521 [22] Filed: Oct. 30, 1972 21] Appl. No.: 302,477

Related US. Application Data [63] Continuation-impart of Ser. No.132,319, April 8,

1971, abandoned.

[52] US. Cl. 214/518, 214/77 P, 193/39,

296/4 [51] Int. Cl B60p 3/00 [58] Field of Search 214/83, 518, 519, 77R,

214/77 P; 296/4; 221/108, 109; 193/2-6, l4, i 10, 31, 32, 38-40 PrimaryExaminer-Albert .1. Makay Attorney, Agent, or FirmHibben, Noyes &Bicknell 5 7 ABSTRACT A cargo transporting and handling vehicle isdisclosed, which facilitates unloading of cargo elements from andloading of cargo elements onto the vehicle at the various stops along aroute. The vehicle has a body having a plurality of elongated guidemembers mounted on the floor thereof so as to provide a plurality oflongitudinallyextending paths for guiding the direction of movement ofcargo elements on the floor. When the cargo elements are standard sized,fifty-five gallon drums, four, closely adjacent paths are provided. Alift gate at the rear of the body serves to facilitate the loading offilled drums onto the rear ends of the paths, and doors are provided onthe sides of the body, adjacent the front end thereof, through whichempty drums on the paths are unloaded. A gate is provided at the frontend of each pair of paths to control the movement of drums on the pathsand onto an unloading station adjacent each side door.

Movement of the drums along the paths as the vehicle proceeds along itsroute is achieved by slanting the paths downwardly from the rear endtoward the front end of the vehicle body. A diverting abutment at thefront end of the inner pair of paths serves to channel drums movingforwardly on the paths laterally outwardly toward the unloadingstations.

A novel side wall construction is disclosed, wherein portions of theside walls are laterally outwardly displaced at particular locations sothat the sidewalls can be positioned close to the drums and the overallwidth of the vehicle body minimized. The laterally outwardly displacedportions of the side walls also serve to increase their strength.

A novel method of loading and unloading the drums from the vehicle bodyis also disclosed, whereby the driver of the vehicle does not have toget into the vehicle body during a loading or unloading operation.

14 Claims, 16 Drawing Figures PATENTED 31974 3.833.139

' sni'sraura from a transporting vehicle. Where specialized or standardsized items of cargo were transported, specialized constructions weredeveloped to facilitate the handling of such cargo. Examples of some ofthe specialized constructions employed in vehicles for transportingspecialized items of cargo, such as large cans of liquid, are disclosedin the Matthews U.S. Pat. No. 125,592 and the Marx US. Pat. No. 525,106.With the development of improved bottling techniques, variousspecialized constructions have evolved which facilitate the loading andunloading of bottled liquids, such as milk and soft drinks. Suchconstructions permit a driver to rapidly cover a route along whichindividual containers or case lots of bottled milk or soft drinks aredropped off and empties are picked up. Examples of constructions of thelatter type are disclosed in the US. Pat. Nos. to Wann 1,601,990,Richards 2,459,839, Sanger et al. 2,556,399, Hummel 2,399,794 and Kramer3,501,195.

The more recently developed containerized method of cargo transportationhas resulted in the development of many new'types of vehicleconstructions designed specifically to handle containers of a uniformsize and shape. An example of the latter type of vehicle, and theapparatus associated therewith to facilitate loading, transportation,and unloading of a particular size container, is disclosed in theAchammer US. Pat. No. 3,228,542.

While many of the aforementioned constructions em ployed in cargotransporting vehicles have proved generally satisfactory for theirintended purpose, others have not for various reasons. One of suchreasons is that excessive amounts of time had to be spent by the driverof the vehicle at each stop in climbing into or onto the cargo carryingportion thereof to unload or load items of cargo. Another reason is thehigh cost of such constructions, which oftentimes involved elaborateauxiliary equipment. This is particularly true with vehicles designed totransport containerized cargo. A further reason is the unreliability ofsuch constructions due to their inability to withstand rough useage.

Accordingly, it is a general object of the invention to provide a noveland improved cargo transporting and handling vehicle, which overcomesthe aforementioned disadvantages of the prior art.

Another object is to provide a novel cargo transporting and handlingvehicle, which permitscargo to be rapidly and easily loaded onto or offof the vehicle.

A further object is to provide a novel cargo transporting and handlingvehicle of the foregoing character, which does not require the driver toenter the cargo carrying portion of the vehicle in order to load orunload cargo therefrom.

A more particular object is to provide a novel cargo transporting andhandling vehicle of the character described, that is particularlyadapted to facilitate the loading and unloading of standard size, 55gallon drum containers.

A specific object is to provide a novel cargo transporting and handlingvehicle, wherein guide paths are provided on the floor of the vehicle toguide the direction of movement of unrestrained cargo carried by thevehicle and wherein a downward slant of the floor of the vehicle towardthe front end thereof is utilized to cause cargo on the guide paths toshift toward an unloading station at the front of the vehicle as itstarts and stops along a route.

A further object is to provide a novel cargo transporting and handlingvehicle having a side wall construction which will accommodate laterallyoutwardly protruding structure on cargo elements being transported bythe vehicle so that the side walls can be positioned close to the cargoelements without contacting the same and which has improved strengthcharacteristics.

Other objects and advantages of the invention will become apparent fromthe following detailed description and accompanying sheets of drawingsin which:

FIG. 1 is a side elevational view of a cargo transporting and handlingvehicle embodying the features of the present invention;

FIG. 2 is a somewhatenlarged, top plan view of the cargo carrying orbody portion of the vehicle shownin FIG. 1;

FIG. 3 is a fragmentary, perspective view, with portions thereof brokenaway, of the front end of the cargo carrying portion of the vehicleshown in FIG. 1;

FIG. 4 is an enlarged, transverse sectional view taken along the line4-4 of FIG. 2; 7

FIG. 5 is a fragmentary perspective view of the rear portion of thevehicle body and showing additional structural details thereof;

FIG. 6 is a fragmentary perspective view of a portion of the rear end ofthe vehicle illustrated in FIGS. 1 and 2, and showing an auxiliary rampstructure in the position it occupies when cargo is being unloaded fromthe vehicle;

FIG. 7 is a perspective view of the-auxiliary ramp structure shown inFIGS. 5 and 6; I

' FIGS. 8-13, inclusive, are a series of semidiagrammatic plan views,.ona reduced'scale, of the cargo supporting portion of the vehicle of FIG.1, and showing the manner in which empty cargo elements are replacedwith filled elements as the driver proceeds along a pick-up and drop-offroute;

FIG. 14 is a side elevational view of another cargo transporting andhandling vehicle embodying the fea tures of the present invention;

FIG. 15 is a somewhat enlarged, top plan view of the cargo carrying orbody portion of the vehicle shown inv FIG. 14; and

FIG. 16 is an enlarged, transverse sectional view taken along tthe line16-16 of FIG. 15.

Briefly described, the present invention contemplates a novel cargotransporting and handling vehicle which facilitates the loading andunloading of cargo elements off of and onto the vehicle along a drop-offand pick-up route. While the cargo elements will behereinafter describedas standard size fifty-five gallon drums, cargo elements of differentsize and configuration could also be employed with appropriatemodifications to the vehicle.

For guiding movement of the cargo elements in the body, which are freeto shift therein, at least one and preferably four longitudinallyextending paths are provided. Such paths are preferably defined bysecuring a plurality of elongated members to the cargo carrying surfacethereof, in the present instance, the floor of the vehicle body, so thatthe members extend lengthwise thereof and in transversely spacedrelation.

A loading station is provided at one end of the body, such as the rearend, and at least one unloading station is provided at the opposite endof the vehicle body, such as the front end. Thus, as the vehicleproceeds along its route, cargo elements initially loaded onto thevehicle may be removed therefrom at the unloading stations and cargoelements picked up along the route may be loaded onto the vehicle at theloading station at the rear end thereof. In the preferred constructionto be hereinafter described in detail, two unloading stations areprovided at the front end of the vehicle body, which are accessiblethrough side doors adjacent the front end. Such unloading stations arecontiguous with the laterally outer paths in the body and receive cargoelements moving forwardly in the body on the guide paths. Access to theunloading stations is provided through doors in the sides of the vehiclebody at the front end thereof.

Movement of cargo elements in the vehicle body along the paths towardthe unloading stations is achieved by cargo moving means. Such cargomoving means preferably comprises a downward'slant of the cargo guidingpaths from the rear toward the front end of the body, or from theloading station toward the unloading station. The slant is achieved byshim means in the form of a pair of tapered stringers or planksinterposed between the vehicle chassis and the underside of the floor ofthe vehicle body.

Movement of cargo elements onto the unloading stations from the innertwo paths is facilitated by diverting means in the form of a generallytriangularly-shaped abutment mounted on the inner side of the front endwall or bulk head of the vehicle body at the center of the inner twopaths. Stop means in the form of swingable gates are provided at theforward ends of each pair of paths to control movement of cargo elementsonto the unloading stations.

. In order to reduce the possibility of contactbetween the cargoelements as they move along the respective paths, the height of theelongated members which define the paths are preferably alternativelyvertically staggered to provide clearance for the usual protrudingcircumferential ribs and beads on the drums. In addition, portions ofthe side walls of the vehicle body are laterally outwardly displaced inthe vicinity of the ribs and beads on the drums when the latter arepositioned on the paths. Such outwardly displaced portions permit theside walls to be positioned close to the cargo elements on the two outerpaths so that the overall width of the vehicle body can be minimized.The outwardly displaced portions, which are formed by convolutions inthe side walls, also serve to strengthen the side walls. Since the pathsare vertically staggered, an auxiliary ramp member is provided tofacilitate shifting of the cargo elements off of the loading stationfrom the alternate lower paths when the vehicle has completed its routeand is to be unloaded.

DESCRIPTION OF THE CONSTRUCTION OF THE VEHICLE SHOWN IN FIGS. 1-7 OF THEDRAWINGS In FIG. 1, a cargo transporting and handling vehicle or truck20 embodying the features of the present invention is illustrated. Thetruck 20, in the present instance, is conventional to the extent that itincludes a cab 21 mounted on the front of the vehicle chassis, indicatedgenerally at 22. Front and rear wheels 23 and 24, respectively, supportthe vehicle for movement over the ground. Auxiliary storage compartments25 may be secured to the chassis 22, if desired.

Referring now to FIGS. 2, 3 and 4 in conjunction with FIG. 1, thevehicle includes a body 30 mounted on the chassis 22 behind the cab 21.The body 30 defines a cargo receiving compartment which includes anelongated, rectangular load supporting surface or floor 33 (FIG. 4)which may be coveredby sheet metal (not shown) and secured to the framemembers, indicated at 34, of the chassis 22. The floor 33 is preferablyarranged with its longer length extending lengthwise of the chassis. Inthe specific application of the invention to be hereinafter described,the floor 33 is preferably 20 feet along and 8 feet wide. The body 30also includes upstanding side walls 36 and 37, and a' front wall or bulkhead 38. The rear end of the body 30 is open, except when'a lift gate 39secured to the rear end of the chassis 22, is swung to its upwardlyextending position illustrated in FIGS. 1 and 5.

In order to guide the direction of movement of cargo elements in thevehicle body 30, which are unrestrained, guide means defining at leastone and preferably a plurality of longitudinally extending, juxtaposedpaths are provided in the body 30. Such guide means, in the presentinstance, comprises a plurality of elongated members in the form ofangle bars secured to the upper surface of the floor 33 in laterallyspaced pairs. In the present instance, four pairs of angle bars areprovided, the bars of each pair being respectively indicated at 41-44,inclusive. It will be understood that structures other than'angle barscould be utilized to provide paths in the body 30. I

As best seen in FIG. 4, the bars of each pair are arranged so that oneofthe flanges, indicated at 46, of each pair extends horizontally, andthe other flange, indicated at 47, of each pair extends verticallyupwardly. The vertical flanges 47 are positioned at the laterally outersides of the bars of each pair. The angle bars are preferably secured tothe upper surface of the floor 33, as by welding (not shown). Thus, whensecured to the upper surface of the floor 33, the four pairs of anglebars 41-44 define four longitudinally extending paths indicated at51-54, inclusive, in FIG. 2 on the floor 33 of the vehicle body 30.

In order to minimize thepossibility of contact between cargo elementsmoving on the paths 51-54 and any laterally outwardly projectingstructure thereon, means is provided for vertically. offsettingalternate ones of the paths 51-54. Thus, when the cargo elementscomprise standard size 55 gallon drums, one of which is shown in brokenlines and indicated at 55 in 53 are elevated with respect to the paths52 and 54. In the present instance, such elevation is provided by spacermeans in the form of a pair of elongated planks 56 and 57 (FIG. 4)interposed between the undersurfaces of the flanges 46 of the pairs ofbars 41 and 43, and theupper surface of the floor 33. The upper surfacesof the planks 56 and 57 are also preferably covered with sheet metal(not shown). Interference between the circumferential ribs 49 and beads50 on the drums 55 with reinforcing uprights 58 secured to the innersurfaces of the side walls 36 and 37, is minimized by providing notches59 in the uprights 58 in the vicinity of the ribs 49 and beads 50 whenthe drums are resting on the paths.

As best seen in FIGS. 2 and 3, the angle bars 41-44 terminate inwardlyfrom the longitudinally forward and rearward ends of the floor 33 sothat a loading station 62 is provided at the rear end of the floor 33,and at least one and preferably a pair of unloading stations 63 and 64are defined at the front end of the floor adjacent the left and rightfront corners of the vehicle body 30. The loading station 62, in thepresent instance, comprises a plate 61 secured to the upper surface ofthe floor 33 sothat the upper surface thereof is generally coplanar withthose of the paths 51 and 53. The plate 61 thus has two surface portions71 and 73 coplanar with the upper surfaces of the flanges 46 of thepaths 51 and 53. In order to provide two surface portions, indicated at72 and 74, coplanar with the upper surfaces of the flanges 46 of thepaths 52 and 53, the plate61 is provided with semi-circular cutouts 76,the bottoms of which comprise the surface portions 72 and 74. To thisend, the surface portions 72 and 74 are preferably portions of theunderlying upper surface of the floor 33 when exposed by thehemispherical cutouts 76 in the plate 61.

It will be understood that the vertical offset of the paths 51 and 53with respect to the paths 52 and 54 could be eliminated if cargoelements other than 55 gallon drums 55 having the aforementionedcircumferential reinforcing ribs and beads therearound were used, orwhere the size of the cargo elements would permit providing spacebetween the pairs of bars 41-44 which define the paths 51-54. In theevent that the aforementioned vertical offset were eliminated betweenthe paths 51 and 53 and 52 and 54, the corresponding vertical offset ofthe surface portions 71 and 73 and 72 and 74 of the loading station 62could also be eliminated.

As heretofore mentioned, the vehicle body 30 is provided with at leastone and preferably a pair of unloading stations 63 and 64 at therespective front corners of the floor of the body 30. In the presentinstance, the unloading stations 63 and 64 comprise extensions of thepaths 51 and 54 so that cargo elements moving forwardly on the paths 51and 54 can move directly onto the unloading stations 63 and 64 if theforward ends of the paths 51 and 54 are not blocked.

In order to facilitate movement of cargo elements onto the unloadingstations 63 and 64 from the paths 52 and 53, diverting means isprovided. Such diverting means, in the present instance, comprises agenerally triangularly-shaped abutment 80 secured centrally to the innersurface of the front bulkhead 38 with the apex thereof forming acontinuation of the vertical flanges 47 of the central angle bars 42 and43. The abutment 80 has vertically extending side walls 82 and 83 whichare preferably arcuate and comprise continuations of the laterally innerboundaries of the paths 52 and 53, respectively. Arcuate strips 84forming continuations of the horizontal flanges 46 of the central pairof angle bars 42 and 43, are provided at the intersection of the sidewalls 82 and 83-of the abutment 80, with the floor 33. A length ofreinforcing strap stock 85 (FIG. 3) may be secured to the outer surfaceof the arcuate side walls 82 and 83 and continued along the innersurface of the bulkhead 38, if desired. Thus, the abutment serves todivert cargo elements moving forwardly on the paths 52 and 53 laterallyoutwardly across transfer zones 92 and 93 at the forward end of thepaths 52 and 53. The transfer zones 92 and 93 adjoin the unloading zones63 and 64 and may be provided with a pair of centrally located, shorterlength, arcuate strips 86 and 87 which facilitate movement of cargoelements across the transfer zones 92 and 93 and onto the unloadingstations 63 and 64.

Access to the unloading stations 63 and 64 from the exterior of thevehicle body 30 is provided by a pair of doors 103 and 104 in the sidewalls 36 and 37, thereof, respectively. It will be understood, however,that access to the unloading stations 63 and 64 could be provided byopenings at some other location in the body 30, such as in the frontbulkhead 38 if space permitted.

In order to control movement of cargo elements onto the unloadingstations 63 and 64 from the paths 51 and 52, and 53 and 54,respectively, stop means in the form of a pair of gates 107 and 108 areprovided at the forward or discharge ends of the paths 51-54. The gates107 and 108 are mounted for pivotal movement about vertical axes lyinggenerally in the plane of the vertical flanges 47 of the adjacent anglebars 41,42 and 43,44 of the paths 51,52 and 53,54. Thus, the gates 107an 108 are swingable between their laterally extending full line andlongitudinally extending broken line positions illustrated in FIG. 2. Alatch mechanism, indicated generally at 112, in FIG. 4, is provided oneach gate 107 and 108 to secure the gates in their respective positions.

As heretofore mentioned, the vehicle 20 is intended for use along apick-up and drop-off delivery route. To this end, the body 30 includesmeans for effecting movement of the cargo elements, such. as fifty-fivegallon drums, along the paths 51-54 and onto the unloading stations 63and 64, so that at least one empty drum will be available for unloadingfrom the vehicle at each stop and room will be available at the rearends of the paths for receiving at least one filled drum picked up atthe same stop. Such means comprises shim'means in the form of at leastone and preferably a pair of elongated vertically tapered stringers orplanks 113 and 114 (FIGS. 1 and 4) interposed between the undersurfaceof the floor 33 and the longitudinal frame members 34 of the vehiclechassis 22. The members 113 and 114 are preferably wooden planks whichtaper from the rear end of the vehicle body 30 toward the front endthereof so that the floor 33 and consequently the paths 51-54 slantdownwardly from the rear end of the body toward the front end thereof.Such downward slant imposes a tendency on the cargo elements to moveforwardly in the paths 51-54 due to the inertia forces acting on thedrums generated by the stopping and starting of the vehicle. In otherwords, as the vehicle 20 starts and stops along a .delivery route, theslant of the 'floor 33 and hence of the paths 51-54 causes the cargoelements on the paths to move forwardly toward the front end of thevehicle until restrained by the gates 107 and 108 or the closed sidedoors 103 and 104. It will be understood however that some auxiliarymechanism could be provided for effecting such forward movement of thecargo elements on the paths 51-54.

OPERATION AND METHOD OF LOADING AND UNLOADING THE VEHICLE SHOWN IN FIGS.1-7 OF THE DRAWINGS Referring now to FIGS. 8-13, inclusive, theoperation of the vehice body 30 and the method of loading cargo onto andoff of the body during a typical delivery route, will now be described.It will be assumed that at the start of its route a maximum number ofcargo elements, such as the drums 55, have been loaded into the vehiclebody 30, as shown in FIG. 8, and that the drums are empty. Forconvenience of description, the drums on the paths 51-54 have beenidentified with the number of the path and assigned a letter suffix.Thus, the drums of the path 51 are identified as 51a51i, the drums onthe path 52 are identified as 52a-52j, the drums on the path 53 areidentified as 53a-53j, and the drums on the path 54 are identified as54a-54j. When fully loaded at the start of a route, the vehicle body 30will contain a total of 39 empty drums, there being nine drums on thepath 51, and 10 drums on each of the paths 52-54. In addition, the gates107 and 108 will be locked in their full line, transverse positionblocking forward movement of drums on the paths 51 and 54.

As the vehicle begins its route, the normal starting and stoppingthereof causes the drums on the path 52 to move forwardly. This isprimarily due to the downward slant of the floor 33 from the rear end ofthe body toward the front end thereof. Consequently, the drum 52a shiftsfrom its full line position at the front of path 52 over the transferzone 92 and onto the unloading zone 63 adjacent the side door 103. Suchposition of the drum 52a is indicated in broken lines in FIG. 8.

When the driver arrives at his first stop, he opens the side door 103,removes the empty drum 52a from the loading station 63, closes the door103, and leaves the drum at the stop. He then lowers the lift gate 39 toits broken line position indicated at 39 in FIG. 1, and places a loadeddrum 55' picked up at this stop onto the lift gate. The lift gate isthen raised to its broken line position indicated at 39 in FIG. 1, andthe filled drum 55 is then shifted downwardly onto the loading stationat the rear end of the body and then into the receiving end of the path52. A space will be available at the rear of the path 52 for the loadeddrum since all of the drums on the path 52 will have moved forward oneposition when the driver reaches his first stop. This sequence iscontinued as the driver continues along his route until all of the emptydrums on the path 52 have been replaced with filled drums. When the lastempty drum 52j on the path 52 has moved off the forward or discharge endof the path and has been removed from the unloading station 63, thedriver unlatches the gate 107 and swings it to its full positionillustrated in FIG. 9. When so positioned, the gate 107 permits theempty drums Sla-Sli on the row 51 to move forwardly on the path as thevehicle 30 continues on its route. At the same time, the gate 107prevents any of the filled drums on the path 52 from moving onto theunloading station 63.

As the driver continues along his route, each of the empty drums Sla-Sliwill be sequentially dropped off and replaced with filled drums in themanner previously described. After the last empty drum, namely the drum511', has been removed from the unloading station 63 and a filled drumadded to the rear of the path 51,

the relationship of filled to empty drums in the vehicle body 30 will beas shown in FIG. 10. It should be noted that an empty space remains atthe rear or receiving end of the path 51.

At the next stop, the driver opens the door 104 at the right side 37 ofthe vehicle body 30 and removes the empty drum 54a from the unloadingstation 64. The filled drum picked up at this stop is then loaded intothe empty space at the rear of the path 51. Consequently, both of thepaths 51 and 52 will be completely filled with filled drums. The driverthen continues along his route unloading the drums 53a-53j from the path53, which progressively move forward out of the discharge ends of thepath and onto the unloading station 64. The empty drums 53a-53j arerespectively replaced with filled drums added to the rear or receivingend of the path 53, as the vehicle proceeds along its route.

When the last empty drum 53j on the path 53 is removed from theunloading station 64, the gate 108 is swung from its laterally extendingposition shown in FIG. 11 to its longitudinally extending position shownin FIG. 12. When so positioned, the remaining empty drums 54b-54j arefree to move forwardly on the path 54 toward the unloading station '64for sequential removal therefrom through the door 104. After the lastempty drum 54j in the path 54 has been replaced with a filled drum, anempty space will remain at the rear of the path 54. Such condition isillustrated in FIG. 13. At this time, the driver will have completed hisroute and will then return to the starting depot.

It should be understood that'after the empty drums on the path 52 havebeen replaced with filled drums, the empty drums on the path 53 could bereplaced with filled drums before the empty drums on the paths 51 and 54are replaced. This procedure would insure a more balanced load.

On arriving at the starting depot, the filled drums may be removed fromthe vehicle body 30 either through the side doors 103 and 104 or fromthe rear end thereof, or both. Where the drums are removed from the rearend of the body, they are shifted rearwardly on their respective paths51-54 and thence onto the lift gate 39, from whence they may be'eitherlowered to the ground or slid off of the lift gate onto an unloadingdock. Filled drums that are removed from the vehicle body 30 through theside doors 103 and 104 may be transported to the unloading dock by alift truck.

In order to facilitate movement of filled. drums onto the lift gate 39from the rear ends of the paths 52 and 54, a removable ramp member isprovided. The ramp member 120 is placed at the rear end of each of thepaths 52 and 54, in the manner illustrated in FIGS. 2, 5 and 6, and isin the form of a channel having its side flanges 121 tapered. Whenpositioned at the end of either of the paths 52 or 54, the upper surface122 of the ramp member slants downwardly from the level of the surfaceportions 71 and 73 to the level of the paths S2 and 54. Consequently,filled containers are readily shifted out of the rear ends of the paths52 and 54 and onto the lift gate 39. A pair of longitudinally extending,

laterally spaced guide strips 123 and 124 may be secured to the uppersurface of the sheet metal covering of the paths 52 and 54 adjacent therear ends thereof to locate the ramp member 120 when the latter is inoperation.

While the vehicle body 30 has been herein illustrated and described ashaving four longitudinally extending paths on the floor 33 thereof, moreor less than this number of paths could be provided. In addition, whilethe paths 51-54 have been herein described as being defined by anglebars 41-44 secured to the upper surface of the floor 33, any othersuitable structure capable of performing the functions of the angle bars41-44, could also be used as, for example, rollers. Likewise, otherstructures capable of performing the function of the diverting abutment80, could be employed instead. Further, the order of removal of emptydrums from the paths 51-54, and the replacement of such drums withfilled drums, could be altered, if desired. Moreover, while the methodof loading and unloading the vehicle body 30 has been described inconjunction with a route where empty drums are dropped off and filleddrums are picked up, the method is equally applicable to a route wherefilled drums are dropped off and empty drums are picked up. Y

DESCRIPTION OF THE CONSTRUCTION OF THE VEHICLE SHOWN IN FIGS. 14-16 OFTHE DRAWINGS In FIG. 14, another cargo transporting and handling vehicleor truck 200 embodying the features of the present invention, isillustrated. The truck 200 is similar in construction to the truck 20,and therefore like reference numerals have been used to identifyidentical parts. The truck 200 thus includes a cab 21 mounted on thefront of a chassis, indicated generally at 22. Front and rear wheels 23and 24, respectively, support the vehicle for movement over the ground,and auxiliary storage compartments 25 may be provided and mounted on thechassis 22, if desired.

Referring now to FIGS. and 16 in conjunction with FIG. 14, it will beseen that the vehicle 200 includes a body 230 mounted on the chassis 22behind the cab 21. The body 230 defines a cargo receiving compartmentwhich includes an elongated, rectangular load supporting surface orfloor 33 (FIG. 16) which is secured to the frame members 34 of thechassis 22. The floor 33 of the body 230 is of the same dimensions asthe floor 33 of the body 20, that is, it is about feet long and 8 feetwide. The body 230 includes upstanding side walls 236 and 237, whichemploy a novel construction to be hereinafter described in detail, and afrontwall or bulkhead 38. The rear end of the body 230 is open, exceptwhen a lift gate 39, secured to the rear end of the chassis 22, is inits upwardly extending position illustrated in FIG. 14.

The vehicle body 230, like the body 30, is provided with guide meanswhich define at least one and preferably a plurality of longitudinallyextending, juxtaposed paths for guiding the direction of movement ofcargo elements in the body. Such guide means, in the present instance,comprises a plurality of elongated members in the form of channel-shapedpans, respectively, indicated at 241-244, inclusive, in FIGS. 15 and 16.As best seen in FIG. 16, each pan includes a pair of upstanding flanges246 and 247, and a connecting, horizontal web portion 248. The pans241-244 are secured to the upper surface of the floor 33, and thevertical flanges of the pans are preferably secured to each other, as bywelding (not shown) in back-to-back relation. When mounted on the floor33, the pans 241-244 define four longitudinally extending paths,respectively indicated at 51-54, inclusive, in FIG. 15.

In order to minimize the possibility of contact between cargo elementsmoving on the paths 51-54 of the body 230 and between laterallyoutwardly projecting structures thereon, means is provided forvertically offsetting alternate ones of the paths 51-54. Thus, when thecargo elements comprise standard size 55 gallon drums, having the usualradially outwardly extending circumferential ribs 49 and beads 50therearound, the paths 51 and 53 are elevated with respect to the paths52 and 54. Two of such drums are shown in FIG. 16 an respectivelyindicated at 55. In the present instance, the paths 52 and 54 areelevated by providing two pairs of longitudinally extending, invertedchannels 252 and 253 between the upper surface of the floor 33 and theundersurface of the web portions 248 of the pans 242 and 244. Since thepans 242 and 244 are elevated with respect to the pans 241 and 243, theflanges 246 and 247 of the pans 242 and 244 are shorter than thecorresponding flanges 246 and 247 of the pans 241 and 243.

In order to reduce the wear on the pans 241-244, longitudinallyextending metal skids 246 and 247 may be welded or otherwise secured tothe upper surface of the web portion 248 of each'pa n adjacent theflanges 246 and 247. In addition, a short, longitudinally extendingmetal skid 258 may be centrally mounted on the upper surface of the webportions 248 of each pan,

' head 38, and stop means in the form of gates 107 and 108 are providedat the forward or discharge ends of the paths 51-54 to control movementof drums onto the unloading stations 63 and 64 and to permit removal ofdrums through the side doors 103 and 104. The remaining structure at thefront of the vehicle body 230 is identical with that at the front of thebody and therefore will not be again described. Accordingly, referenceshouldbe made to the description of this portion of the vehicle body 30for an understanding of the corresponding structure of the vehicle body230.

The manner in which the drums advance along the paths 51-54 of thevehicle body 230 and the manner in which they are unloaded from theunloading stations 63 and 64 at the front of the body 230 is likewisethe same as in the previous embodiment. Reference should therefore bemade to the description of the operation and method of loading andunloading the body 30 for an understanding of the operation and methodof loading and unloading the body 230. i

As heretofore mentioned, the paths 52 and 54 of the body 230 areelevated with respect to the level of the paths 51 and 53 in order topermit closer positioning of the drums on the respective paths withoutcontact between the ribs 49 and beads thereof. In furtherance of thisconcept and to permit the side walls 236 and 237 to be positioned closeto the drums on the outer paths 51 and 54 so that the overall width ofthe body is minimized, as well as to strengthen the side walls, the sidewalls 236 and 237 include means for accomplishing these purposes. Suchmeans, in the present instance, comprises at least one and preferably aplurality of laterally outwardly displaced portions of the material ofthe side walls 236 and 237. Such portions, which are preferably formedby longitudinally extending convolutions in the side walls, arerespectively indicated at 261-263 in FIGS. 14 and 16 and are located inthe side walls so as to be in substantial vertical alignment with theribs 49 and upper bead 50 of the drums 55 on the outer paths 51 and 54.It should be noted that since the drums 55 on the path 54 are elevatedsomewhat above the level of the drums 55 on the path 51, the outwardlydisplaced portions 261-263 in the side wall 237 are elevated above theoutwardly displaced portions 261-263 in the side wall 236 by an amountcorresponding to the elevation of the path 54 above the path 51.

The outwardly displaced portions 261 263 of the side walls 236 and 237thus permit the main body of each side wall to lie closer to the drumson the adjacent paths 51-54 so that the overall width of the body 230may be minimized. In addition, the portions 261-263 strengthen the sidewalls and eliminate the need for supplemental internal or externalbracing.

In order to strengthen the upper portions of the sidewalls 236 and 237,reinforcing means in the form of an enlarged section 266 (FIG. 16), isprovided on the upper portion of each of the side walls. Each enlargedsection 266 is defined by a flange 267, which extends laterally inwardlyfrom the upper longitudinal edge, indicated at 268, of each of the sidewalls 236 and 237, and by an elongated plate 269 (FIG. 16). Each plate269 has its upper longitudinal edge 272 secured, as by welding, to theinner edge of the flange 267, and its lower longitudinal edge 273secured, as by welding, to the inner surface of the side wall at a pointspace below the flange 267. Thus, the enlarged section 266 on each ofthe side walls 236 and 237 is generally triangular in cross section andthus extremely rigid. A longitudinally extending, concave bead 274 maybe formed in each plate 269 for increased rigidity.

While the convolutions 261-263 and reinforcing triangular sections 266in the side walls 236 and 237 substantially increase the strength andrigidity of the side walls, additional strengthening structures may alsobe provided. Thus, a pair of diagonally extending bars, each of which isindicated at 276 in FIG. 15, may be secured at one end of the upper edgeof the front bul khead 38, at the approximate center thereof, and theopposite ends of the bars 276 may be secured to the horizontal flanges267 of the side walls 236 and 237 at locations spaced longitudinallyrearwardly from the bulkhead 38. In addition, stabilizing means in theform of another cross bar 277 may be provided for stabilizing the upperends of the side walls 236 and 237 at the rear end of the body 230. Thecross bar 277 is preferably removably connected to the side walls. Tothis end, the remote ends, indicated at 278, of the cross bar 277 may bebent at a right angle to the main body of the bar so that the ends 278can be inserted into openings (not shown) in the horizontal flanges 267of each side wall, in the manner illustrated in FIG. 16.

While only two embodiments of the invention have been herein illustratedand described, it will be understood that modifications and variationsthereof may be effected without departing from the scope of theinvention as set forth in the appended claims.

I claim:

1. A cargo transporting and handling vehicle comprising a frame, avehicle body mounted on said frame and having an elongated loadsupporting surface having front and rear ends, said vehicle body alsohaving upstanding side walls and an upstanding front wall, meansproviding a loading station at the rear end of said body, meansproviding an unloading station at the front end of said body adjacent tosaid front wall, guide means carried by said. load supporting surfaceand defining at least one path thereon for guiding cargo elements movingon said surface between said loading and unloading stations, at leastone opening in one of said side walls providing access to said unloadingstation, means for proventing a cargo element on said unloading stationfrom prematurely moving through said opening in said side wall, and shimmeans interposed between said frame and the underside of said loadsupporting surface, said shim means causing said load supporting surfaceand said path to be inclined downwardly toward said unloading station,whereby an operator of said vehicle may load cargo elements onto saidloading station and remove cargo elements from said unloading stationthrough said opening without getting into said vehicle body and theinertia forces acting on said cargo elements from acceleration anddeceleration of said vehicle cause said cargo elements to advance alongsaid path.

2. The cargo transporting and handling vehicle of claim 1, in which saidshim means comprises at least one elongated, vertically tapered memberarranged with its thickest portion at the rear of said body.

3. A vehicle adapted to transport a plurality of cargo elements andeffect movement thereof in said vehicle to facilitate loading andunloading of the same, said vehicle comprising a vehicle body having anelongated cargo supporting surface having longitudinally spaced ends andlaterally spaced sides, guide means carried by said surface andproviding at least two parallel paths thereon extending longitudinallyof said surface, each of said paths having a cargo receiving end and acargo discharging end, means providing an unloading station at thedischarge end of one of said paths for sequentially receiving cargoelements moving onto said unloading station from said paths, and stopmeans for controlling movement of cargo elements through the dischargeends of said paths onto said unloading station, said stop means having afirst position adapted to prevent cargo elements on one of said pathsfrom moving out of the discharge end thereof and onto said unloadingstation while permitting cargo elements on the other of said paths tosuccessively move out of the discharge end thereof and onto saidunloading station, said stop means having a second position adapted topermit cargo elements on said one path to successively move out of thedischarge end thereof and onto said unloading station while preventingcargo elements on the other of said paths from moving out of thedischarge end thereof and onto said unloading station.

4. The cargo transporting and handling vehicle of claim 3, in which saidstop means comprises a gate swingable between said first and secondpositions.

5. The cargo transporting and handling vehicle claim 3, in which saidsurface includes a cargo transfer zone at the discharge end of the otherof said paths and adjoining said unloading station, and diverting meansis provided for diverting cargo elements moving out of the discharge endof the other of said paths and over said transfer zone onto saidunloading station when said stop means is in said first position.

6. The cargo transporting and handling vehicle of claim 5, in which saiddiverting means comprises an abutment disposed at the discharge end ofthe other of said paths, said abutment having a wall portion forming anextension of one of the boundaries of said other path, said wall portionalso defining one of the boundaries of said cargeo transfer zone.

7. The cargo transporting and handling vehicle of claim 6, in which awall is provided at the end of said' surface adjacent to the dischargeends of said paths, and said abutment extends upwardly from said surfaceand engages said wall.

8. The cargo transporting and handling vehicle of claim 3, in which saidpaths are arranged in juxtaposed relation, and one of said paths iselevated above the other of said paths, whereby the-possibility ofcontact between cargo elements on said paths and protruding structurethereon is reduced.

9. The cargo transporting and handling vehicle of claim 8, in which saidcargo elements comprise standard size 55 gallon drums.

10. The cargo transporting and handling vehicle of claim 8, includingmeans providing a loading station at the receiving ends of said paths,said loading station having a pair of surface portions, one of saidsurface portions being substantially coplanar with the level of said onepath and the other of said surface portions being substantially coplanarwith the level of said other path.

11. The cargo transporting and handling vehicle of claim 10, in which aramp member is provided to facilitate movement of cargo elements intosaid loading station from said other path and off of said body, saidramp member having one end positioned at substantially the same level assaid other surface portion and the other end thereof positionedsubstantially at the same elevation as said one path.

12. The cargo transporting and handling vehicle of claim 11, in whichsaid ramp member comprises a length of channel having an upper surfaceand tapered flanges and extending longitudinally of said other path,whereby the upper surface of said ramp member slants downwardly from thelevel of said one path to the level of said other path.

13. The cargo transporting and handling vehicle of claim 5, in whichsaid guide means provides two pairs of longitudinally extending,juxtaposed paths on said cargo supporting surface, each of said pathshaving a cargo receiving end and a cargo discharging end, an unloadingstation is provided at. the discharge end of the laterally outer one ofthe paths of each pair, and a pair of said stop means is provided forcontrolling movement of cargo elements through the discharge ends of therespective pairs of said paths.

14. The cargo transporting and handling vehicle of claim 13, in which acargo transfer zone is provided at the discharge end of the laterallyinner one of the paths of each pair, and said diverting means has a pairof wall portions forming extensions of the boundaries of saidlaterallyinner paths, said wall portions being adapted to divert cargoelements from the discharge ends of the laterally inner paths of eachpair over their respective transfer zones and onto their respectiveunloading stations when said stop means are in said second position. k

1. A cargo transporting and handling vehicle comprising a frame, avehicle body mounted on said frame and having an elongated loadsupporting surface having front and rear ends, said vehicle body alsohaving upstanding side walls and an upstanding front wall, meansproviding a loading station at the rear end of said body, meansproviding an unloading station at the front end of said body adjacent tosaid front wall, guide means carried by said load supporting surface anddefining at least one path thereon for guiding cargo elements moving onsaid surface between said loading and unloading stations, at least oneopening in one of said side walls providing access to said unloadingstation, means for proventing a cargo element on said unloading stationfrom prematurely moving through said opening in said side wall, and shimmeans interposed between said frame and the underside of said loadsupporting surface, said shim means causing said load supporting surfaceand said path to be inclined downwardly toward said unloading station,whereby an operator of said vehicle may load cargo elements onto saidloading station and remove cargo elements from said unloading stationthrough said opening without getting into said vehicle body and theinertia forces acting on said cargo elements from acceleration anddeceleration of said vehicle cause said cargo elements to advance alongsaid path.
 2. The cargo transporting and handling vehicle of claim 1, inwhich said shim means comprises at least one elongated, verticallytapered member arranged with its thickest portion at the rear of saidbody.
 3. A vehicle adapted to transport a plurality of cargo elementsand effect movement thereof in said vehicle to facilitate loading andunloading of the same, said vehicle comprising a vehicle body having anelongated cargo supporting surface having longitudinally spaced ends andlaterally spaced sides, guide means carried by said surface andproviding at least two parallel paths thereon extending longitudinallyof said surface, each of said paths having a cargo receiving end and acargo discharging end, means providing an unloading station at thedischarge end of one of said paths for sequentially receiving cargoelements moving onto said unloading station from said paths, and stopmeans for controlling movement of cargo elements through the dischargeends of said paths onto said unloading station, said stop means having afirst position adapted to prevent cargo elements on one of said pathsfrom moving out of the discharge end thereof and onto said unloadingstation while permitting cargo elements on the other of said paths tosuccessively move out of the discharge end thereof and onto saidunloading station, said stop means having a second position adapted topermit cargo elements on said one path to successively move out of thedischarge end thereof and onto said unloading station while preventingcargo elements on the other of said paths from moving out of thedischarge end thereof and onto said unloading station.
 4. The cargotransporting and handling vehicle of claim 3, in which Said stop meanscomprises a gate swingable between said first and second positions. 5.The cargo transporting and handling vehicle of claim 3, in which saidsurface includes a cargo transfer zone at the discharge end of the otherof said paths and adjoining said unloading station, and diverting meansis provided for diverting cargo elements moving out of the discharge endof the other of said paths and over said transfer zone onto saidunloading station when said stop means is in said first position.
 6. Thecargo transporting and handling vehicle of claim 5, in which saiddiverting means comprises an abutment disposed at the discharge end ofthe other of said paths, said abutment having a wall portion forming anextension of one of the boundaries of said other path, said wall portionalso defining one of the boundaries of said cargeo transfer zone.
 7. Thecargo transporting and handling vehicle of claim 6, in which a wall isprovided at the end of said surface adjacent to the discharge ends ofsaid paths, and said abutment extends upwardly from said surface andengages said wall.
 8. The cargo transporting and handling vehicle ofclaim 3, in which said paths are arranged in juxtaposed relation, andone of said paths is elevated above the other of said paths, whereby thepossibility of contact between cargo elements on said paths andprotruding structure thereon is reduced.
 9. The cargo transporting andhandling vehicle of claim 8, in which said cargo elements comprisestandard size 55 gallon drums.
 10. The cargo transporting and handlingvehicle of claim 8, including means providing a loading station at thereceiving ends of said paths, said loading station having a pair ofsurface portions, one of said surface portions being substantiallycoplanar with the level of said one path and the other of said surfaceportions being substantially coplanar with the level of said other path.11. The cargo transporting and handling vehicle of claim 10, in which aramp member is provided to facilitate movement of cargo elements intosaid loading station from said other path and off of said body, saidramp member having one end positioned at substantially the same level assaid other surface portion and the other end thereof positionedsubstantially at the same elevation as said one path.
 12. The cargotransporting and handling vehicle of claim 11, in which said ramp membercomprises a length of channel having an upper surface and taperedflanges and extending longitudinally of said other path, whereby theupper surface of said ramp member slants downwardly from the level ofsaid one path to the level of said other path.
 13. The cargotransporting and handling vehicle of claim 5, in which said guide meansprovides two pairs of longitudinally extending, juxtaposed paths on saidcargo supporting surface, each of said paths having a cargo receivingend and a cargo discharging end, an unloading station is provided at thedischarge end of the laterally outer one of the paths of each pair, anda pair of said stop means is provided for controlling movement of cargoelements through the discharge ends of the respective pairs of saidpaths.
 14. The cargo transporting and handling vehicle of claim 13, inwhich a cargo transfer zone is provided at the discharge end of thelaterally inner one of the paths of each pair, and said diverting meanshas a pair of wall portions forming extensions of the boundaries of saidlaterally inner paths, said wall portions being adapted to divert cargoelements from the discharge ends of the laterally inner paths of eachpair over their respective transfer zones and onto their respectiveunloading stations when said stop means are in said second position.